Signal system for elevators



Jan. 11, 1938. w. F. EAMES SIGNAL SYSTEM FOR ELEVATORS Original Filed Sept. 26, 1935 7 Shets-Sheet 1 Jan. 11, 1938.

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SIGNAL SYSTEM FOR ELEVATORS Original Filed Sept. 26; 1935 '7 Sheets-Shed. 6

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INVENTOR M/flam/Tfbmea m I BY Patented Jan. 11, 1938 UNl'llilD Si'lATEfl PATENT OFFICE n F. Earnes, Edgewood, Pa., assignor to anghcuse Electric Elevator Company,

Chi-

cago, 111., a corporation of Illinois Application September 26, 1935, Serial No. 42,175 Renewed September 10, 1937 Claims.

My invention relates to signal systems for elevators, and more particularly to such signal systems as are used for indicating to the attendants in a bank of elevator cars when they should 5 stop their cars to take on waiting passengers at the floors.

In many signal systems, push buttons are located at the various floors for operation by passengers to effect the giving of stop signals to one or more of the elevator cars which serve the floors. In some of these systems, the push buttons at a floor are common to all the cars, and the system is so arranged that the first car to approach a floor, in the corresponding direction forwhich a push button has been operated, will receive the stop signal set up by the operation of that button. However, there are other systems in which the operation of the push button at a floor will effect the giving of signal devices on difierent cars at different distances from the floor.

In the operation of the above-mentioned signal systems, there is usually a tendency for the cars in a bank of elevators to distribute the building traffic unevenly, and, in the taller buildings, for the cars to become bunched and thus disrupt the intended spacing between the cars.

These signal systems also tend to provide better service at certain floors than at others, particularly during the noon and evening rush 3;; periods at which times a relatively large number of stop calls are registered for practically all floors of the building within a relatively short period of time. At such rush periods each elevator is filled to capacity at a relatively few stops,

s}, perhaps three or four. Each car usually answers the first stop signals it receives and inasmuch as these are at the upper floors, the car soon becomes filled and must pass the lower floors without stopping to answer the stop signals for such floors.

n Because of the frequency with which calls are registered, it has been found that the next car of the series is also filled to capacity by three or four stops at upper floors and so passes the lower floors without stopping. In the operation of .3 these signal systems, therefore, the response to calls registered from lower floors of the building is delayed until most of the traffic from the upper floors has received attention.

In accordance with the present invention, the number of stop signals which each car shall receive in the course of a trip is predetermined, and the several stop signals each car shall receive are determined by the order in which the stop signals are registered. The limitation as to the s number of stop signals which a car may receive tends to make the spacing between cars more uniform and to equalize the trafiic distribution between the cars. The feature of determining which stop signals a particular car shall receive in accordance with the order in which calls are 5 registered prevents intending passengers at upper floors from monopolizing the cars during rush periods, and tends to make the service given to all floors more uniform.

The present invention is illustrated as applied to a system in which the push buttons at the landings may be selectively connected to control the stop signals or calls which any one of the cars of the bank may receive. Operation of any button registers a call which is immediately appropriated to the car nearest the corresponding floor traveling in the corresponding direction, or, in the event no cars are approaching that floor from such corresponding direction, to the leading car traveling in the other direction. These registered calls prepare circuits which cause the car to which they are appropriated to receive a stop signal as it approaches each of the corresponding floors. 7

These registered calls also control mechanism which may be called the quota mechanism, As soon as a particular car has appropriated to it a predetermined number of registered calls in the stop signal zone ahead of it, the quota mechanism operates to prevent receipt by that car of additional calls, so that the calls are divided into a quota or predetermined number for each car.

The calls which are to be included in a particular cars quota are the first calls to be registered in the signal zone ahead of that car regardless of the floors at which they are registered. Accordingly the calls entering a given cars quota are distributed throughout the building, and include calls for the lower floors of the building, as well as for the upper floors.

In accordance with the preferred embodiment of the present invention, the quota mechanism, after having been operated, remains in operated condition until the corresponding car reaches a terminal floor. Also the quota is automatically adjusted throughout the day by mechanism which responds to the number of unanswered calls which exist at any particular time.

In certain instances, it has been found desirable to provide separate up and down quota mechanism so that a particular car may receive, on any particular trip, one quota of up calls and a separate quota of down calls. In the illustrated embodiment, however, a single quota mechanism for each car is provided which is affected by both up and down calls in the signal zone ahead of that 55 car, regardless of the relative number of up and down calls which may be included in such quota.

The quota mechanism may be alternatively arranged to prevent any car from having more than its quota of calls to answer at any one time or, to prevent any car from having to answer more than its quota of calls during one trip.

It is accordingly an object of the present invention to provide an elevator signal system in which the number of calls or stop signals to be received by a particular car may be predetermined.

Another object is to provide a system in which, after a car has responded to a certain number of calls, response by that car to other calls is prevented.

It is a further object to provide a system in which response to additional calls above a quota is prevented either until a particular car reaches the terminal floor or until all or part of its quota of calls has been responded to,

A further object is to provide a system in which the number of calls included in the quota for a particular car may be adjusted in accordance with varying traffic conditions.

Other objects and advantages of the invention appear in the following description taken in conjunction with the accompanying drawings, in which Figure 1 is a diagrammatic illustration of an elevator installation embodying two cars A and Figs. 2, 3 and 4 jointly constitute a diagrammatic representation of a signal system arranged for the elevators shown in Fig. l in accordance with the present invention. These figures are drawn in what is commonly known as the straight line system of representing electrical circuits; and,

Figs, 2A, 3A and 4A are key sheets intended as a guide in locating the relays and contact members included in Figs. 2, 3 and 4.

For convenience in reading the drawings. Fig. 3 should be placed under Fig. 2, Fig. 4 under Fig. 3, Fig, 2A beside Fig. 2, Fig. 3A beside Fig. 3 and under 2A and Fig. 4A beside Fig. 4 and under The illustration of the relays in Figs, 2A, 3A and 4A shows them with their coils and contact members disposed in horizontal alignment with their positions in the straight line circuits of Figs. 2, 3 and 4, so that the reader may readily determine the identity of any relay, the number and kind of its contact members and the position of its coil and its contact members in the straight line circuits. Inasmuch as there are a very large number of relays and the individual relays for car B are the same as the individual relays for car A, the individual relays for car B are not shown in the guide Figs. 2A, 3A and 4A.

The reference characters also serve as a guide to the relation between coils and contacts. For example, coil iUR operates contacts lURl, EURE, IURS, etc. Also, the letter U indicates up direction, the le.ter D indicates down direction, the prefix numeral indicates the number of the floor, the sulfur numeral indicates a particular pair of contact members of the relay with which they are associated.

Except where otherwise specified, in the following clescriotion, each of the relays or switches shown the drawings, are of the usual electro magnetically operated type, comprising an operating electromagnet and a cooperating contactcarrying armature. Throughout the drawings. the contact members are shown in the position occupied thereby when the corresponding relay is in its deenergized condition. Contacts open under these conditions are illustrated by two short and slightly spaced segments, and contacts closed under these conditions are illustrated by a small circular element having a short straight line drawn through its center.

Description of apparatus The signal system illustrated in the drawings is arranged for only the two cars A and B, but may be easily applied to any desired number of cars. The portions of the system individual to the two cars are identical and corresponding elements in each are given similar reference characters, except that for car B, each reference charactor is given the prefix 13,

Referring more particularly to the drawings, the car A is suspended by a cable H] which passes over a drum H to a suitable counterweight 12. A motor l3 having a brake I4 is provided for operating the drum. The car B is supported in the same manner.

The cars may be operated by any suitable power and control system (not shown) which will enable the attendants thereon to start and stop them as desired. For convenience in reference, a manually operated car switch K is indicated on car A by which the attendant may start and stop that car. Car B is provided with a similar switch BK.

A signal device such as an electric lamp [5 is mounted in car A to provide a means by which waiting passen ers at the floor landings may give signals to the attendant to stop the car at their floors. Car B is provided with a similar signal lamp Bl5. These signal lamps respond to the registration of stop calls on floor call registering relays for the various floors through the operation of push buttons by waiting pas engers at the floors. The lamp in each car should be so controlled that it will be lighted to signal a stop just as the car reaches that point in its approach to the stop which will give the operator time to center his car switch and stop at the landing for which the stop signal is given. In low speed elevators, this point will be relatively near the floor and in higher speed elevators the stop signal will be given farther away from the floor. fore, the signal point will each installation.

The floor call registering relays are illustrated in Fig. 2. Each car is provided with an up floor call registering relay for each intermediate floor and the lower terminal floor, and with a down floor call registering relay for each intermediate floor and the upper terminal floor. Each floor relay comprises an operating coil and a resetting coil. The relay is arranged to move to the actuated position upon energization of the operating coil and to resume the deener ized position upon energization of the resetting coil, which acts to magnetically oppose the ellect of the operating coil.

The drawings illustrate a system arranged for three intermediate floors between upper and lower terminal floors. The up floor relay operating coils for car A are designated IUR. ZUR. 3UR and UR. The down floor relay operating coils for car A are designated ZDR, 3DR, 4DR The resetting coils for these floor relays are shown immediately below the corresponding operating coils and have the same reference characters with the SLlffiX C. The corresponding operating and resetting coils for the floor relays associated with car B are shown in the right-hand side of Fig. 3 and have the same reference characters as those associated with car A, with the prefix B. p

The floor relays for cars A and B are connected in parallel for actuation by the push buttons disposed at the various floor landings. The push buttons are provided so that the passengers may, by operati the buttons, register stop calls on the T1001 relays which will, as a car approaches for the right d rection, cause its signal lamp to light, thereby indicating to its attendant that should center his car switch to stop at the next floor to take on passengers. The up floor buttons are designated IUF, ZUF, 3UP and dill, and the dew floor buttons are designated ZDF, EDF, 4DF and liDF. The connections between the push buttons and the floor relay operating coils are controlled by contacts 5DYI, BEDYI, cUYi, ADY! and B-iDYl, etc, of a plurality of inclividual zoning relays associated respectively with cars A and B, and also include a plurality of selective resistors 5RD, 4RD, etc, the purpose of which later described. As is more fully described hereinafter, the zoning relay contacts 5DYl, L-DYi, etc, determine to which of the cars of a bani; a particular registered floor call shall be appropriated.

The circuits the operating coils 5DY, dDY, etc, associated with the contacts SDYI, iDYl, etc, for car A, are shown in Fig. 3. The up zoning relay coils. one of which is provided for each intermediate r and the lower terminal floor are designat *3. JY, EUY, 3UY and AU'Y, and the down zoning relay coils, one of which is provided for each intermediate floor and the upper terminal floor are designated ZDY, 3DY, ADY and 5B1. These relays have a sli ht time delay in dropping to the deenergized position after being deenergized. This time delay is just sufiicient to bridge the intermittent opening of contact Si or ESE as described elsewhere. Other cars the are similarly provided, the corre spondi circuits for car B being shown at the right s..de Fig. 4.

The individual zoning relays are controlled by a series of common zoning relays, also shown in Fig. 3. of which there is one up relay for each intermediate floor and the lower terminal floor, a clown relay for each intermediate floor and the upper terminal iloor. The up zoning relays are designated SUX, 2UX, 3UX and AUX, and the down zoning relays are designated EDX, SDX, ADX 53K. The common zoning relays respond 'ec' to the positions of the respective the l .nk, as illustrated by the parallel connected. contacts of a plurality of car positicn relays or both cars A and B in the circuits thereof. car position relays will be described later he in.

Role lg to Fig. 4, the quota relay coils Q and BQ are connected for energization through resistors it? and parts of each of which may be sho rcuited by contacts 6.333 5, etc. associat with the floor relays for the corresponding c"... As is described hereinafter, ap of a call to any particular car results ration oi a corresponding floor relay. resistors and B56 accordingly are so related to the value of current required to operate the quota relays Q and BO, that an operation thereof is caused upon closure of the number of floor relay contacts-1 i ch represents the predetermined quota of cells. As also shown in Fig. i, the on ta relays arr .ged to be reset each time the cor- The when the car is going down. Inasmuch as dition relays are old and well known, no further so iption will be given.

Preferably also, the quota of each car is arranged to be automatically adjustable in ac cordance with varying traffic requirements. As illustrated in Fig. i, a quota varying relay QR, common to all the cars of the bank, is provided 10-? this purpose. Resistor l6 connected in series with relay QR, is subject to control by contacts of the floor relays associated with all or the ears in the bank. The excitation of relay QR accordingly is a measure of the number of unanswered calls at any given time. At a predetcrrnined value of excitation relay QR operates, and by means oi contacts QR! and QR2, assowith the circuits for relays Q and BQ, respectively, varies the number of calls. required to operate these relays. Only a single step of such automatic adjustment has been illustrated but such adjustment may of course be provided in a plurality of separate steps.

Referring further to Fig. 4, the car selecting relays S and BS shown at the top of the diagram are provided to supplement the action of common zoning relays under conditions where two or more cars are standing at the same floor. When two cars are at the same floor, these relays cause only one of them to appropriate the calls in that zone. Relays S and BS respond directly to the positions of the corresponding cars, through contacts 5DP5, tDPE, etc. associated with the car position relays. Both relays S and BS are connected in parallel branches of a circuit having a common portion which includes a selective resistor 583D, 4SRU, etc. The arrangement is such that the selecting relays normally are energized, but are momentarily deenergized as the car passes transfer points between floors. The values of the selective resistors are such that if two or more selecting relay circuits corresponding as to floor, are simultaneously completed, none of the selecting relays operate, or if one or more additional selecting relay circuits are completed corresponding to a floor for which a selecting relay circuit is already complete, such ad .onal selecting relays do not operate. The selecting relay associated with the already complete circuit remains in the operated position, however. If it were not for the selecting relays, any two or more cars at the same floor would receive the same stop signals because of the effect of the zoning relays, etc.

A manually operable dispatchers button is associated with each selecting relay, for operation in the event that two or more cars are standing at the same landing with none of the selecting relays in operated condition. This condition occurs only when the system is just starting up. Ordinarily one car comes into a floor at least a trifle ahead of the other car and its selecting relay is eilective because of that first arrival while the ing section of resistance and causes operation of the selecting relay for that car.

As also shown in Fig. 4, each car of the bank is provided with a set of floor lanterns individual to it, each car having an up floor lantern at each of the intermediate floors and at the lower terminal floor, and a down floor lantern at each of the intermediate floors and at the upper terminal floor. The floor lanterns for car A are designated IUL, EDL, etc., and the lanterns for car B are BiUL, BZDL, etc. Each floor lantern is arranged to be illuminated through either of two circuits, one of which is controlled by a cor responding floor relay contact for the same floor, and the other of which is arranged to be controlled by a car position relay contact for the same floor and a contact on a relay M which is responsive to the stopping of the car. The former circuit causes the lighting of a floor lantern to occur as soon as a particular floor call is appro priated to one of the cars. The latter circuit causes a door lantern to light at the time the car stops at the corresponding floor for the purpose of letting of: a passenger. In the present case, the relay M is indicated as a governor-operated switch which closes its contacts when the car stops and opens them when the car starts. However, it may be any relay which will respond to the stopping of the car.

The circuits for controlling the previously mentioned car position relays are shown in Fig. 3, car A being provided with an up car position relay for each intermediate floor and the lower terminal floor, designated IUP, 2UP, etc., and a down car position relay for each intermediate floor and the upper terminal floor, designated 2DP, 3DP, etc. Car B is similarly provided.

The car position relays for each car are caused to respond directly to the position and direction of movement of the associated car by means of a floor selector, which may be of any conventional type. The floor selector for car A is designated as 20; that for car B as B20. As illustrated in Fig. 1, each fioor selector comprises a stationary panel 2!, to which are attached a row of up segments and a row of down segments. The up row includes one segment for each intermediate floor and the upper terminal floor designated respectively 2a, 3a, 4a and 5a, and an auxiliary segment la for the lower terminal floor. The down row includes one segment for each intermediate floor and the lower terminal floor designated lb, 2?), 3b and 4b, and an auxiliary segment 52) for the upper terminal floor. Floor selector 2!! also comprises a screw-driven cross-head 22, which carries brushes a and b for cooperative engagement with the up and down rows of segments, respectively. Cross-head 22 is reciprocated by screw 23 and is also mounted for a limited amount of rotation with it. With this latter arrangement, during upward travel of the car, the cross-head brush a engages its associated up segments but brush 27 does not engage its associated down segments, and, during downward movement, brush b engages its associated down segments, and brush a does not engage its associated up segments. Brushes a and b are preferably spring mounted, so that, upon a reversal of direction, a segment in the row corresponding to the reverse direction of travel is engaged just before a segment in the other row is disengaged. Shaft 24 and a suitable reducing gear unit 25 are arranged to rotate screw 23 in response to movement of the elevator car to thereby move the cross-head 22 up and down the contact segments in accordance with the movement of the car.

The spacing of the segments is such that a brush engages a segment for a particular floor just after the car leaves the preceding floor, and remains in engagement therewith until the car has moved a similar distance past the particular floor. The brush dimensions are such that the segment for the next floor is engaged just before the segment for a preceding floor is disengaged, the period during which two adjacent segments are engaged being preferably just long enough to permit the succeeding relay to assume its energized position before the preceding relay assumes its deenergized position.

For convenience in the following description, the various relays and switches individual to car A and those common to all cars of the bank are identified as follows:

Individual to car A -Up direction relay -Down direction relay -Quota relay Selecting relay -Up car position relays 4UP ZDP 3DP iDl EDP lUR Up floor call registering relays 4UR Down floor call registering relays 5BR IUY Up individual zoning relays 4UY ZDY 3DY 4DY 5DY -Down car position relays Down individual zoning relays -Governor controlled relay.

Common to all cars QR Quota varying relay Up hall buttons -Down hall buttons -Up common zoning relays Car position, zoning and selecting relay operation As previously mentioned, registered hall calls are appropriated to a particular car at the time they are registered, the car to which a call is appropriated being determined by the zoning and selecting relays, the operation of which is subject to control by the car position relays and by the quota mechanism. Referring particularly to Figs. 3 and 4:, the operation of the car position, car selecting and zoning relays is as follows:

Assuming both cars A and B are standing at the first floor, the first floor up car position; relay [UP for car A is energized and the corresponding first floor up car position relay BIUP for car B is also energized through a similar circuit. The energized relay IUP for car A closes its contact members IUPI, IUP2, IUP3, iU'PA and lUPB.

The closing of contacts lUPl (Fig. 2) prepares a' circuit for cancelling any stop call registered. on the registering relay IUR for car A at the lower terminal and inasmuch as that car is standing at that floor, its governor switch M is inactive and its contact members Mi are closed thereby cancelling any existing call.

The closing of the contacts IUPE (Fig. 4) lights the floor lantern IUL for car A at the lower terminal, thereby indicating to waiting passengers that car A is at that floor for an up trip.

This is effected because, while car A is standing at the lower terminal, its governor switch contacts M2 are closed.

Contacts IUP4 of car position relay IUP complete a circuit in Fig. 4 for selecting relay S associated with car A. and contacts BlUP4 complete a corresponding circuit for selecting relay BS associated with car B. These circuits have a common portion which includes selective resistor ISRU the value of which, as previously mentioned, is such that when more than one of the two parallel branches are complete, the voltage available to the selecting relays is insufficient to actuate them. If, however, only one of the two parallel branches is complete, the selecting relay included in that branch is actuated and remains so even though an additional branch or branches are subsequently completed.

In the operation of the system, several conditions may arise under which more than one car may be standing at the same floor with none of the selecting relays operated. For example, it is usual for cars of a bank to remain at a common floor while the bank is out of service. Upon being again placed in service. the selective re- I sistor for the corresponding fioor would prevent operation of the selecting relay for each car at such floor. Also in the application of the present invention to banks of more than two cars, a first car may arrive, operate its associated selecting relay, and prior to the departure thereof from its floor, two or more other cars may arrive at the same floor. Under such conditions, the selecting relays for such other cars would not be operated.

The dispatchers buttons 59 and Bill in Fig. 4

provide a manual means for selecting between the cars in the event two or more of such cars are standing at the same floor with none of the selecting relays operated: Each button l9 and Bi!) is arranged to short circuit a section of resistance 36 or B38 in series with the corresponding selecting relay coil and cause operation of that relay.

Assuming that switch IS in Fig. 4; is operated, selecting relay S associated with car A is enen gized and closes its contact SI to prepare the circuits for the Y zoning relays individual to car A. If car A is started upwardly, the up car position relays associated therewith successively opcrate as previously described.

Contacts IUP4, 2UP4, etc., of the car position relays P are provided with timing mechanism 3| to delay the closing movements thereof after energization of the associated coil. This interval is preferably just slightly in excess oi the period that the circuits for two consecutive car position relay coils are complete. With this arrangement, during up travel contacts IUP4 open before contacts Z'UP i close, etc., and corresponding action occurs during down travel. The arrangement for car B is the same. Accordingly, there is a short interval at each transfer point throughout which selecting relay S is deenergized. At the completion each transfer, however, selecting relay S is again energized and remains so until car A reaches the next transfer point. If car A is moved downwardly, the same intermittent operation of relay S is caused by the successive operation of the down car position relays.

As soon as car A leaves the first floor and de energizes its car position relay iUP, contacts lUP4 open in Fig. 4. This causes an increase in the excitation of the coil of selecting relay BS associated with car B, which consequently operates, closing its contacts BS! in Fig. 3, and preparing the individual zoning relay circuits of car B for operation. During upward and downward travel of car B relay BS functions in the manner just described for relay S.

If car A returns to the first floor while car B is still standing at that floor, reclosure of contact members lUP l on the first floor car position relay for car A again completes the circuit for selecting relay S, but operation thereof is prevented by the selective resistor iSRU for the first fioor, as previously described. Similarly, if either car A or car B arrives at any other floor, at which another car is already standing, operation of the selecting relay for such second car is prevented by the selective resistor for the corresponding floor.

Contact members IUPZ, 2UP2, etc. of the car position relays for car A are connected directly in parallel with corresponding contact members on the car position relays associated with all other cars in the bank, in this case with car B, and control the circuits for the common zoning relays. Therefore the closing of contacts IUP2 energizes the common zoning relay lUX. With this arrangement, as car A moves upwardly, it successively operates the common zoning relays, the circuit for one common zoning relay being completed just prior to interruption of the circuit for a preceding common zoning relay. Correspending operation of the down common zoning relays is effected by car A during downward travel. Corresponding operation of these relays is also caused by up and down travel of car B.

Each common zoning relay is provided with a contact for each car in the bank. Common zoning relay contacts IUXI, 2UXI, 3UXI, etc. in conjunction with contacts IUP3, 2UP3, etc. on the car position relays for car A, control the individual zoning relays Y for car A. Common zoning relay contacts IUX2, 2UX2, etc. in conjunction with contacts BIUP3, B2UP3, etc. on

.the car position relays individual to car B, conand corresponding contacts Bl U1 3 for car B are closed. The latter contacts are without effect, however, if it is again assumed that selecting relay BS for car B is not, operated and that contacts BSl thereof are open. If, as in the previous example, selecting relay S for car A is caused to operate, contacts SI thereof close, completing a circuit for all of the individual zoning relays lUY, ZUY, 3UY, lUY, ZDY, 3DY, ADY, and EDY with car A. The circuit for relay IUY includes contacts Ql, Si and IUP3. The circuit for relay ZUY includes an additional common zoning relay contact ZUXI. The circuit for relay 3UY includes a further zoning relay contact 3UX| and the circuits for the remaining individual zoning relays include further contacts on the common zoning relays. This occurs because all of the common zoning relay contacts, except IUXI, in the zoning circuit 28 are closed.

As later described, operation of any individual zoning relay causes any hall call for the corresponding fioor and direction to be appropriated to the car associated with the operated individual zoning relay. With both cars A and B at the first floor, therefore, and A the selected car, any up or down hall call registered at any fioor of the building is appropriated to car A.

As car A leaves the first floor, second fioor up car position relay 2UP is energized and shortly thereafter first floor car position relay l UP is deenergized. Selecting relay S is momentarily deenergized during this transfer period, through the sequential operation of contacts IUP4 and EUPA. The opening of contacts IUPZ is without effect since parallel connected contacts BIUPZ for car B are still closed. Closure of contacts 2UP2 completes a circuit for second floor up common Zoning relay 2UX, contact members 2UXl and 2UX2 of which open. The opening of contacts ZUXI in conjunction with the opening of contacts lU'PS deenergizes first fioor individual zoning relay IUY for car A, excluding first fioor up calls from the signal zone for car A. The opening of contacts 2UX2, in conjunction with already open contacts IUXZ of the first fioor cominon zoning relay, prevents completion of any individual zoning relay circuits for car B, except that for first fioor up relay BIUY.

Closure of contacts 2UP3 which, as described, occurs before the opening of contacts IUP3, maintains the initially described circuit for the individual zoning relays 2UY, 3UY, AUY, ZDY, 3DY, GDY and EDY of car A. The opening of contacts lUP4, as car A leaves the first fioor, causes operation of selecting relay BS for car B, as previously described, and contacts BSI accordingly close. Contacts BS! complete a circuit for first fioor up individual zoning relay BIUY for car B, which circuit also includes contacts BIUP3 of the first floor car position relay for car B.

At the termination of this particular transfer operation, accordingly, selecting relays S and BS are both operated; common zoning relay ZUX is operated by car A; common zoning relay IUX is operated by car B; up second fioor car position relay 2UP is operated by car A and up first floor car position relay BIUP is operated by car B. As a consequence of the departure of car A from the first floor, therefore, no first fioor up stop signals can be registered for car A because that floor is excluded from the zone of car A by the deenergization of relay lUY and such stop signals as are registered are placed in the Zone for car B by the energization of relay BIUY.

As car A continues upwardly and reaches a point just above the second floor, up third floor car position relay 3UP is operated and thereafter up second floor car position relay 2UP is de energized. This transfer operation results again in a momentary deenergization of selecting relay S, and in the sequential energization and deenergization of common zoning relays 3UX and ZUX, respectively. Contacts 3UX| and 2UP3 deenergize second floor up individual zoning relay ZUY, excluding the up second floor from the zone of car A. The reclosure of contacts 2UX2 energizes the up second floor individual zoning relay BZUY, thereby including the up second floor in the zone for car B. Closure of contacts 3UP3 maintains the initial circuit for individual zoning relays 3UY, 4UY, 3DY, 4DY and 5DY.

At the termination of the transfer operation occasioned by the departure of car A upwardly from the second floor, selecting relays S and BS are both operated; common zoning relay 3UX is operated by car A; common zoning relay IUX is operated by car B; up third floor car position relay 3UP is operated by car A and first fioor up car position relay BIUP is operated by car B; individual zoning relays 3UY, 4UY, ZDY, 3DY, 4DY and 5DY for car A are operated and individual car zoning relays BIUY, BZUY are operated. The zone for car A now includes both up and down buttons for all fioors of the building, except the up buttons at the first and second floors, and the zone for car B includes the up buttons for the first and second floors.

As car A passes the next transfer point traveling upwardly (that just above the third floor) an operation in all respects similar to that described for the preceding transfer operation occurs, at the termination of which fourth floor car position relay 4UP is energized instead of relay 3UP; up fourth floor zoning relay 4UX is energized instead of relay 3UX; individual zoning relay 3UY for car A is deenergized and cor responding relay B3UY for car B is energized. Accordingly, the zone for car A now includes the up and the down buttons for all floors, except the up buttons at the first, second and third floors, and the zone for car B includes the up buttons at the first, second and third floors.

It is believed obvious that a corresponding action occurs as car A leaves the fourth floor traveling upwardly, resulting in excluding up fourth fiocr calls from the zone for car A and including such calls in the zone for car B.

As car A starts downwardly from the upper terminal or fifth floor, fourth floor car position relay 4DP is energized, and shortly thereafter fifth floor car down position relay 5DP is deenergized. This operation excludes the ,fifth floor buttons from the zone of car A and includes such buttons in the zone for car B. As car A moves downwardly, it is believed obvious that the down buttons are successively excluded from the zone of car A and included in the zone of car B. When car A starts downwardly from the second fioor, the last down button in the zone for car A is excluded and, with both cars again at the terminal floor, all up and down buttons are included in the zone for car B since under these circumstances, selecting relay contacts SI for car A will open, because of the selecting resistors 36 and B3B.

In the previously described example of a round trip of car A, the up buttons in the zone for car A were successively included in the zone for car B and then the down buttons were successively transferred. In the event of a reversal of car A intermediate the terminal floors, all of the up buttons at the floors above car A, as well as the down buttons at floors above car A, are simultaneously excluded from the zone for car A and included in the zone for car B. For example, if car A travels to the third floor and then starts downwardly, down car position relay JDP is energized by the engagement of brush 2) with segment at, and up car position relay 313? is deenergized when push a is lifted out of engagement with segment to. When common zoning relay SUX is deenergized, closure of contacts lUXZ extend the zone for car B to floors above the second floor. When common zoning relay 3DX is operated, the opening of contacts 3DX2 excludes the down buttons at the third fioor and floors below it from the zone of ear 5. The opening or" contacts 3DXi and contacts iUXi, which are still open, limit the zone for car A to the down buttons at the third and second floors.

It is believed obvious that if car E starts upwardly from the first floor, while car A is standing at the first floor, the buttons will successively be excluded from the zone for car B and included in the zone for car A in the manner described for movements of car A.

It is also believed obvious that wh n both cars are at positions other than the terminal floor, the zone for either car includes all the buttons in its direction in advance of. its position to the position of the next car. For example, assuming that car A is at the third floor conditioned to travel downwardly, and that car B is at the fourth floor conditioned to travel upwardly, selecting relays S and BS are operated; third floor down common zoning relay EDX is operated by car A; up fourth floor common zoning relay 4UX is operated by car 13; down third floor position relay 3UP is operated by car A; and up fourth floor car position relay BfiUP is operated by car B. Closed contacts Si, SDPVB, 2DXi, lUXl, ZUXE and fiUXi complete circuits for individual zoning relays IUY, 2UY, 3W, ZDY and SD'Y, thereby including the down buttons at the r third and second floors and the up buttons at the first, second and third floors in the zone for car A. Open contacts BDX! and lUXl prevent energization of zoning relays GUY, ADY and SDY for car A excluding the up buttons for the fourth floor and the down buttons for the fifth and fourth floors from the zone of car A.

Similarly, contacts BS5, BQUPE, 513212 and 4DX2 complete circuits for individual zoning relays BQDY, B5DY and BEUY for car 13, in cluding the corresponding buttons in the zone for car 13. Open contacts 3DX2 and :i'UXi i exclude the remaining buttons from the zone of car B.

If at any time both cars arrive at the same floor, which may occur in the event that one car stops at such floor to oii passenger, and the other car stops at such floor in response to a hall stop signal, the selecting relay for the first car to reach that floor is operated and the selecting relay for the second car not operated, as previously described. Under these circumstances, the signal zone for the first car includes t1 e u and the down buttons at all iioors of the building and the second car no zone. As soon, however, as the cars again assume different positions in the hatchway, the selecting and zoning relays again. establish zones therefor in the manner previously described.

If one of the cars passes another of the cars conditioned to tra ei in the same direction, the overtaking car transfers floors previously in the contacts of which determine its of zones, respond to the relative positions rections of travel of all of the Operation of stop signals by hail buttons It will be assumed that car A is. at he second iioor on an up trip and that it approached such floor traveling upwardly, and that car B is standing at the third floor on a dovm trip, (see contact segments and brushes Fig. 3).

With car A on an up trip at the second iioor, its up direction relay W (Fig. 1.1) is energised to close its contact members Wi in circuit of the quota relay, thereby preparing it for operation in the up direction. Also, for car A, its second floor position relay 2UP (Fig. 3) is energized since the brush a is in engagement with segment 2a. Up position 2UP bei g cperated, its contacts ZUIPi, LUPZ, 2UP5, and 2UP"! are closed and its contacts are open.

The closed contacts 2UP? (Fig. i) prepare a circuit for the up floor lantern EUL, the lighting of which informs any intending passen c: at the second floor that car A is at that floor conditioned to travel upwardly. The circuit l'or up lantern EUL also includes contacts Mi whch closed because the car is at rest, and contacts EDP"! associated with the car position which are closed at this time. The opening of contacts ZUPS prevents completion of a circuit for the down second floor lantern iiDL of car A (Fig. i) to meet an operating condition described later in connection with certain stop signals.

The closing of contacts EilPi prepares a circuit for canceling a registered up call the second floor, but none exists there at the press t time. The closing of contact me; e energizes the common zoning relay ZUX for controlling the individual zoning relays.

The closing of the contact membe s closes one gap in the circuit for the c lamp it in car A, but this does not i' because no up stop signal is registered for c second floor. The closing of the contact 121E111 bers ZUPE energizes the car selecting relay S. The energized relay S closes its contact Si to prepare the individual relays Y or" car A for operation. The closing of the. contact members 2UP3 energizes the individual Z0 3 relay 2UY by a circuit extending from the supply conductor 3+ through contact members Q2, S! and ZUPS and coil ZUY to supply conductor the effect of which will be described later.

Returning now to car B standing at the third floor down, its brush Ed is disposed on the segment B31), thereby energizing the third floor down position relay B3DP for car 13 to close its contact members BtDPl, B31) B331 3, BiiDPi, BSDPE and B3DPii and open 1' contacts BiiDPl.

The closing of the contacts EfiDPi prepares a circuit for cancelling a registered down call the third floor, but none exists there at tie present The operation of the contact members of position relay 133D? effects the lighting oi the down floor lantern. BSDL for car B at tile third floor and energizes the common zoning relay 3DX and the individual zoni g relay B in the same manner as described in conne with car A at the second floor and also eiiects energization of the car selecting relay ES.

The operation of the common 2 ng relays ZUX and 3DX, as well as the energization of the individual zoning relays ZUY for car A and 3DY for car B causes the signal to the cars to be divided into two zones. The signal zone for car A extends from that car up to the upper terminal and down to car B at the third floor. The signal zone for car B extends from car B to the lower terminal and then up to car A at the second terminal. The operation of any push button in the signal zone of car A will be appropriated to car A up until its quota is filled, and the same is true of the signal zone of car B.

It will be assumed now that a waiting passenger at the third floor, desirous of making an up trip presses the up button 3UP at that floor. The operation of this button registers a stop call signal by energizing the call registering relay 3UR through a circuit extending from supply conductor 5+ through the contact members of button 3UF, the contact members SUYI, coil 3UR and selective resistor ERU to the supply conductor 2-. The call registering relay B3UR for car B is not energized because its individual zone relay contacts BSUYI are open due to the position of the cars and the signal zones set up thereby.

The closing of the contact members 3U'Rl completes a self-holding circuit for the relay 3UR.

losing of the contacts 3UR2 prepares a circuit for operating the cancellation coil 3URC of relay BUR, when the car stops at the floor.

The closing of the contacts 3UR3 prepares a circuit for lighting the signal lamp I5 in car A when it comes within stopping distance of the third floor to tell the operator to center his car switch for the stop.

The closing of the contact members 3UR6 completes a circuit for immediately lighting the up floor lantern 3UL of car A at the third floor, thereby instantly indicating to the passenger that his call has been appropriated by car A and that that car will receive a signal to stop for the third floor as soon as it arrives within stopping distance thereof.

The closing of the contact members 3UR4 short circuits one section of the resistor !6 in the circuit of the quota relay Q, thus counting one registered call in the predetermined quota for car A. As soon as the predetermined number of stop signal calls in the quota of car A are registered, the relay Q will operate to prevent car A from appropriating any further calls (Fig. 4). With the switches 39 and 49 in the position shown, the quota relay will operate only when the number of unanswered registered calls of car A exceeds its quota. By this it is seen how the number of stop signals registered on one car affects and controls the quota relay of that car.

The closing of the contact members 3UR5 short circuits one section of the resistor [8 of the quotavarying relay QR. If a predetermined number of stop signal calls are registered, the relay QR will operate to open its contact members QRI and QRZ in the circuits of the resistors l 5 and B16 of the relays Q and BQ. This inserts more resistance in the resistor circuits of the relays Q and BQ, thereby increasing the number of registered calls necessary to make these relays Q and BQ operate. Hence, each car will then have a greater number of calls in its quota and the system will operate more effectively to take care of the larger number of calls. As soon as the total number of calls on all cars decreases, the quota varying relay QR will become deenergized to close its contact members and change the resistors of the quota relays Q and BQ back to their original predetermined set up. Hence it is seen how the registration of a stop signal affects the quotavarying relay.

t will be assumed now that the attendant in car A moves his car switch to cause his car to start upwardly from the second floor. As car A leaves the second floor, its contact brush a leaves the contact segment 2a and engages the contact segment 3a, thereby deenergizing the position relay 2UP and energizing the position relay 3UP, which changes the zoning system so that the up second floor is now taken away from car A and included in the signal zone of car B. This is effected because the deenergization of position relay 2UP opens its contact members ZUPZ, thereby deenergizing the common zoning relay ZUX while the energlzation of the position relay 3UP closes its contact members 3UP2, thereby energizing the common zoning relay 3UX in the zoning circuits 28 and 29, so that the individual zoning relay ZUY is deenergized for car A and the individual zoning relay BZUY is energized for car B, the closed contact members 3UP4 now feeding into the zone circuit 28 of car A but the contact members BDP3 still feeding into the zone circuit 29 for car B.

The closing of the contact members 3UPI of relay 3UP prepares a circuit for cancelling the stop signal registered relay 3UR. The closing of the contact members 3UP5 energizes the car selecting relay S to give car A control of the up signals of the third floor.

The opening of the contacts 3UP6 prevents the clown lantern SDL from lighting while car A is at the third floor even though the down third floor should be in a signal zone of car A. This prevents two floor lanterns being lighted when the car is stopped. The closing of the contact members 3UP"! prepares a circuit to maintain the floor lantern 3UL lighted at the third floor.

The closing of the contact members 3UP4 lights the signal lamp l5 (Fig. 3) in car A by a circuit extending from the supply conductor 3+ through the contact members 3UR3 and 3UP4 and the lamp IE to the supply conductor 3. The lightof the lamp 15 gives the stop signal to the attendant in car A telling him to center his car switch to stop car A at the third floor to take a Waiting up passenger at that floor.

Assuming that the attendant centers his switch in answer to the lighted signal lamp [5 and that the car slows down and stops at the third floor, the governor switch M is thereby permitted to reclose its contact members MI and M2. The closing of the contact members Ml completes a circuit which energizes the cancellation coil GURC. This energized coil thereby overcomes the energized coil 3UR and causes the up third floor stop call registered thereon to be cancelled. At the same time the closing of the contact members M2 completes a circuit for maintaining the up floor lantern 3UL (Fig. 4) in its lighted condition while car A stops and stands at the third floor.

As appears from the drawings, stop signal calls may be registered at any time at all floors included in the zone for a particular car, and as appears from the previous description of the circuits shown, these stop signal calls will be picked up in the natural order and direction of the floors regardless of the order of registration of the calls. These calls also cause the lighting of the corresponding floor lanterns which may be extinguished at the time the corresponding car leaves the floor.

It frequently happens that the zone for a particular car may include both up and down calls for a particular floor. If both hall buttons for such a floor are operated, both floor lanterns for that floor are immediately lighted. For example, if both up and down calls for the third floor are in the zone for car A, operation of buttons 3UF and 3DF actuates both relays 3UR and 3BR, contact members 3UR6 and 3DR6 of which immediately light lanterns 3UL and 3DL in Fig. 4.

If both up and down calls are registered at the third floor for car A, and car As next approach to the third floor is in the up direction, up third floor car position relay 3UP is operated as car A leaves the second floor. The opening of contact members 3UP6 in Fig. 4 interrupts the previously completed circuit for down third floor lantern 3DL, thereby informing the intending passengers that car A is conditioned to travel upwardly. As car A leaves the third floor traveling upwardly, third floor car position relay 3UP resumes the deenergized position and contacts 3UP6 reclose, relighting the third floor down lantern. As previously mentioned, the third floor up lantern is extinguished at starting by the opening of contacts M2. If, on the other hand, car As first approach to the third floor is in the downward direction, contact members 3DP1 open as the car leaves the fourth floor traveling downwardly. This action extinguishes the third floor up lantern 3UL. As car A leaves the third floor traveling downwardly, lantern 3UL is relighted by the reclosure of contacts 3DP1.

As" mentioned, it may happen that one car stops at a floor for which an unanswered hall call is appropriated to another car. In this event, the car first to stop at such floor cancels the hall call registered upon the other car. For example, assuming that a down second floor hall call has been registered and appropriated to car B, relay BZDR is operated, and contacts BZDRI and BZDRZ thereof are closed, as shown in Fig. 2. The other contacts of this relay have no effect in connection with the operation now being described.

If car A stops at the second floor traveling downwardly, contacts 2D and MI associated therewith are closed at the time it arrives at such floor. These contacts complete a circuit in Fig. 2 from I through contacts M2, contacts 2DP2, contacts BZDRZ, reset coil B2DRC, and contacts BZDRJ to 2+. Relay BZDR accordingly resumes its deenergized position and the down second floor lantern BZDL is extinguished.

As previously mentioned, in the event one car passes another car traveling in the corresponding direction, floors previously in the zone of the overtaken car are transferred to the zone of the overtaking car through action of the common zoning relays. Any registered stop signal calls appropriated to a particular car, however, remain appropriated to that same car, and are not affected by the exchange of zones. Also, a reoperation of the corresponding floor button after such an exchange of zones does not register a call on the overtaking car. As shown in Fig. 2, selective resistors IRU, 2RD, etc., are connected in series with each hall button, and also in series with a plurality of branch circuits, each of which includes a floor relay individual to a car. Upon completion of any branch circuit, the voltage drop through the corresponding selective resistor is such that a relay in the second branch circuit does not receive sufficient current to operate it.

With this" arrangement; two cars cannot have appropriated to them at any given time a hall call for the same floor and direction.

Quota. mechanism Referring again to the circuit for quota relay Q associated with car A, as shown in Fig. 4 it includes contacts on each of the floor relays individual to car A. As soon as the number of calls which represents the predetermined quota for car A, have been registered, the then closed contacts on the corresponding floor relays increase the excitation of the coil of relay Q to a value suilicient to operate it. Upon operation, relay Q opens its contacts Ql (Fig. 3) and prevents completion of any individual zoning relay circuit for car A. As long, therefore, as relay Q remains operated, no further hall calls can be appropriated to car A. Previously appropriated calls are not afiected, however, since, as previously mentioned, each floor relay upon operation closes a self-holding circuit independent of the zoning relays. Relay Q and its associated circuit are preferably designed so that after having been operated, relay Q remains in the operated position, even though all the calls appropriated to car A are answered, in which event all of the floor relay contacts DR4, 3DR4, etc., are again. opened. Contacts WI and XI on the up and down direction relays respectively are provided to reset relay Q each time car A reverses.

With this arrangement, assuming that car A during upward travel has its quota of upward calls, relay Q operates, preventing appropriation of further calls to car A. When car A reaches the upper terminal or reverses at an intermediate floor, relay Q is reset. Assuming that sufiicient additional calls are received after a reversal to refill the quota, relay Q again operates and prevents appropriation of further calls to car A until another reversal occurs.

The system may be alternatively arranged s that resetting of the quota relay Q occurs only once per complete round trip of the car, preferably at the lower terminal floor. In Fig. 4, this alternative operation is provided by means of a limit switch 38, preferably incorporated in floor selector 20 and arranged to operate in response to the approach of the car to the selected floor but not in response to departure of the car from such floor. Throwover switch 39 in its upper position connects relay Q for control by contacts WI and XI and in its lower position for control by the limit switch 38.

As thus far described, quota relay Q operates only in the event that the number of unanswered calls appropriated to a given car reaches the predetermined quota. The system may be alternatively arranged so that quota relay Q operates as soon as the number of calls appropriated to car A reaches the required quota, although the number of unanswered calls appropriated to car A may never reach the quota figure. It may be noted that this latter arrangement limits the number of stop signals that a car will receive on a particular trip, while the first described arrangement limits only the number of unanswered stop signals which may be appropriated to a given car at a given time.

The just mentioned latter arrangement is provided in the illustrated embodiment of the present invention by providing each of the floor relay contacts which are connected in the circuit of quota relay Q, with the auxiliary retaining elec- I tromagnet, the coils of which are shownin Fig. 4

immediately below contacts 5DR3, 5DR4, etc., and designated retaining coils. The arrangement is preferably such that the auxiliary electromagnets are effective to maintain the associated contact members in closed position, but are not effective to initially move them to the closed positions. Throwover switch 48 is provided to connect and disconnect these auxiliary retaining coils. The circuit therefor is also arranged for control by contacts XI and WI or by limit switch 38, so that they are deenergized each time quota relay Q is reset.

In accordance with the present invention, the required quota may be varied automatically in response to varying traffic conditions. As shown in Fig. l, quota varying relay QR has a contact associated with each car of the bank, contact QR! being shown in the circuit of relay Q, and contact QR2 being shown in the circuit of relay BQ. The coil of relay QR is connected in a circuit including a resistor l8, parts of which are arranged to be commutated by contacts on the up and down floor relays associated with all of the cars in the bank. Assuming that a predetermined number of unanswered calls exist, represented by a closed condition of a predetermined number of these floor relay contacts, independently of the distribution of these calls between the several cars, relay QR operates contacts QR! and QRZ. These contacts control an additional section of resistance in the circuits of the associated quota relays, and consequently vary the number of calls which must be appropriated to a particular car to cause operation of the quota relay Q or BQ for that car. They may be arranged to either increase or decrease the quota, but are here considered as increasing it, and so are shown as normally closed. As illustrated, this adjustment is accomplished in a single step. It may, of course, be similarly accomplished in a plurality of separate steps. The diiference between the number of unanswered calls required to operate relay QR and that required to cause relay QR to resume the deenergized position depends, of course, upon the design characteristic of relay QR, and is determined by traffic conditions.

The described embodiment of the present invention is merely illustrative, and numerous departures from the illustrated construction and arrangement may be made within the scope thereof.

I claim as my invention:

1. In a signal system for an elevator car serving a plurality of floors, a signal device on said car, a control device for each floor, means responsive to operation of said control devices for assigning selected calls exclusively to said car and for causing said signal device to give stop signals corresponding to the assigned calls, and means responsive to predetermined trafiic conditions for modifying the operation of said first-mentioned means to restrict the number of calls assigned exclusively to said car.

2. In a signal system for an elevator car serving a plurality of floors, a signal device on said car, a control device for each floor, a call registering device for each floor for assigning selected calls exclusively to said car, means responsive to the position of said car for causing said signal device to give stop signals upon approach of the car to floors corresponding to the assigned calls, and means responsive to predetermined traffic conditions for modifying the operation or said first-mentioned means to restrict the number of calls assigned exclusively to said car.

3. In a signal system for an elevator car serving a plurality of floors, a signal device on the car, a control device at each floor, a call registering device for each control device, means responsive to operation of a call registering device and to the approach of the car to the floor corresponding thereto for operating the signal device to give a stop signal for that floor, and means responsive to operation of a predetermined number of call registering devices for preventing the operation of additional call registering devices.

4. In a signal system for an elevator car serving a plurality of floors, a signal device on said car, a control device at each floor, a call registering device for each control device, means responsive to operation of a call registering device and to the approach of the car to the corresponding floor for operating the signal device to give a stop signal for that floor, a quota device for preventing operation of more than a predetermined number of call registering devices, and means responsive to operation of a predetermined number of call registering devices foroperating the quota device.

5. In a signal system for an elevator car serving a plurality of floors, a signal device on said car, a control device at each floor, a call registering device for each control device, means ret sponsive to the registration of a call on a call registration device and to the approach of the car to the corresponding floor for operating the signal device to give a stop signal for that floor,

a quota device for limiting the number of call registering devices which may be operated, a resistor for controlling the operation of the quota device, and means responsive to the operation of the call registering devices for controlling the resistor device.

6. In a signal system for an elevator car serving a plurality of floors, a signal-giving device on said car, a control device at each floor, means responsive to operation of the control device at a floor and to the approach of the car to that floor for operating the signal device to give a stop signal for that floor, means responsive to the operation of a predetermined number of control devices for controlling the number of stop signals given to said car, and means responsive to the arrival of the car at a terminal for resetting the means for controlling the number of stop signals given to the car.

'7. In a signal system for an elevator car serving a plurality of floors, a signal device on said car, a control device at each floor, means responsive to operation of the control device at a floor and to the approach of the car to that floor for operating the signal device to give a stop signal for that floor, means responsive to operation of a predetermined number of control devices for controlling the number of stop signals to said car, and means responsive to a reversal of the direction of operation of the car for restoring the means for controlling the number of stop signals given, to its unoperated condition.

8. In a signal system for an elevator car serving a plurality of floors, a signal device on said car, an up control device and a down control de vice for each floor, means responsive to operation of a control device at a floor and to the approach of the car to that floor in the direction of the operated control device for operating the signal device to give a stop signal for that floor, means responsive to operation of a predetermined number of control devices for controlling the number of stop signals given to said car, and means responsive to the completion of a trip by said car for restoring to normal condition the devices for controlling the number of stop signals given to the car.

9. In a signal system for an elevator car serving a plurality of floors, a signal giving device on said car, an up control device and a down con trol device at each floor, an up call registering device for each up control device, a down call registering device for each down control device, means responsive to the registration of a call on a call registering device and to the approach of the car to the floor corresponding to said operated registering device in the corresponding direction for operating the signal device to give a stop signal to the car for that floor, and means responsive to the registration of a predetermined number of calls for limiting the operated call registering devices to a predetermined number.

10. In a signal system for a plurality of elevator cars serving a plurality of floors, a signal device on each of said cars, a control device at each floor common to all the cars, means responsive to operation of a control device at a floor and to the approach of a car to that floor for operating the signal device in that car to give it a stop signal for that floor, and a plurality of individual devices, one for each car, responsive to operation of the control devices for limiting the stop signals given to each car to a predetermined number.

11. In a signal system for a plurality of elevator cars serving a plurality of floors, a signal device on each car, an up control device and a down control device at each floor common to all the cars, a call registering device for each car for each control device, a plurality of quota devices one for each car, means responsive to operation of the call registering devices for operating the quota devices to appropriate to each car a predetermined number of the registered calls, and means responsive to the registration of a call and to the approach of the car to which that registered call has been appropriated to the floor corresponding to that registered call in the corresponding direction for operating the signal giving device of that car for that floor.

12. In a signal system for a plurality of elevator cars serving a plurality of floors, a signal giving device on each car, an up control device and a down control device at each floor common to all the cars, a plurality of call registering devices one for each car for each control device, a plurality of quota devices one for each car, means responsive to operation of the call registering devices for preventing each car from hav ing more than a predetermined number of operated call registering devices for the floors ahead of it up to the next car, and means responsive to a registered call and to the approach of the car to which that registered call has been appropriated to the floor and in the direction of the registered call for operating that car to give it a stop signal for that floor.

13. In a signal system for a plurality of elevator cars serving a plurality of floors, a signal device on each of said cars, a control device for each floor, means responsive to operation of said control devices for assigning calls exclusively to each of said cars and for causing said signal devices to give stop signals corresponding to the calls assigned to the corresponding car, and means responsive to a predetermined distribution of calls among said cars for controlling said firstmentioned means to modify the assignment of calls.

14. In a signal system for a plurality of elevator cars serving a plurality of floors, a signal device on each of said cars, a control device for each floor, means responsive to operation of said control devices for assigning calls exclusively to each of said cars and for causing said signal devices to give stop signals corresponding to the calls assigned to the corresponding car, and means effective when a predetermined distribution of calls among said cars exists for controlling said first-mentioned means to modify the assignment of further calls.

15. In a signal system for a plurality of elevator cars serving a plurality of floors, a signal device on each of said cars, a plurality of up control devices for said floors, a plurality of down control devices for said floors, a group of call registering devices for each of said cars, each of said groups including a plurality of call registering devices corresponding to a plurality of said control devices, distributing means responsive to operation of said control devices and to the relative positions of said cars for distributing calls exclusively to groups of said call registering devices individual to said cars, means responsive to operation of said call registering devices for causing said signal devices to give stop signals corresponding to the calls assigned to the corresponding car, means individual to said cars responsive to the number of operated call registering devices of the corresponding group for controlling said distributing means to restrict the assignment of further calls to said corresponding group, and means for resetting said last-mentioned means.

WILLIAM F. EAMES.

the signal device in 

